Empty-load device feedback arrangement

ABSTRACT

An empty-load device feedback arrangement for a train with the railcar having an air brake arrangement with an one air-operable braking assembly, the arrangement including: an empty-load device having: at least one sensor arrangement to sense a load associated with the railcar; a braking assembly input exhibiting a delivered air pressure; a regulation arrangement to regulate air pressure; and a braking assembly output exhibiting a regulated air pressure; and a pressure sensor to: sense the regulated air pressure of the air being delivered to the air-operable braking assembly; and generate a regulated air pressure signal. An air brake arrangement is also disclosed.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to brake monitoring systems andarrangements for use in connection with an air brake arrangement, and inparticular to an empty-load device feedback arrangement and an air brakearrangement for a train, railcar, railway vehicle, and similar vehicles,and preferably an electronically-controlled pneumatic air brakearrangement for a railway vehicle.

2. Description of the Related Art

As is known in the art, braking systems and arrangements are requiredfor slowing and stopping vehicles, such as cars, trucks, trains,railcars, railway vehicles, and the like. With specific respect totrains and other railway vehicles, the braking system is normally in theform of a pneumatically-driven arrangement (or “air brake arrangement”)having mechanisms and components that interact with each railcar. Aknown air brake arrangement BA is illustrated in schematic form in FIG.1.

With reference to FIG. 1, the operator of a train TR also has controlover the braking arrangement BA through the use of an operator controlvalve CV. Through the movement of a handle associated with the controlvalve CV, the operator can adjust the amount of braking to be applied inthe air brake arrangement BA. The higher the braking force selected, thefaster the braking arrangement BA will attempt to slow and stop thetrain TR. Alternatively, and as discussed in more detail hereinafter,the air brake arrangement BA for each railcar may also be controlled bythe operator from an on-board controller OBC that transmits data signalsover a trainline TL (or cable extending between the locomotive and therailcars), which may be referred to as an electronically-controlledpneumatic (ECP) air brake arrangement. In addition, the on-boardcontroller OBC may also be referred to as a head-end unit (HEU) whenused in connection with an ECP-based braking system. Of course, theon-board controller OBC and head-end unit may be integrated as a singlecontroller for use by the operator of the train TR.

In order to provide the appropriately compressed air to the system, andin certain conventional air brake applications, the air brakearrangement BA also includes a compressor C for providing compressed airto a main reservoir MR, which is in communication with the control valveCV. Further, an equalizing reservoir ER is also in communication withthe control valve CV. Whether through the main reservoir MR or theequalizing reservoir ER, compressed air is supplied through the controlvalve CV to a brake pipe BP that extends along and is associated witheach railcar. Each railcar includes an arrangement that allows anauxiliary reservoir AR to be charged with air via a valve V, as well asa braking assembly or unit BU, such as a brake cylinder BC, which is incommunication with the valve V. The brake cylinder BC is operable tourge a brake shoe mechanism BS against a surface of the wheel W.

In operation, the brake pipe BP is continually charged to maintain aspecific pressure, e.g., 90 psi, and each auxiliary reservoir AR andemergency reservoir ER (which may be combined into a single volume, ormain reservoir) are similarly charged from the brake pipe BP. In orderto brake the train TR, the operator actuates the control valve CV andremoves air from the brake pipe BP, thereby reducing pressure to a lowerlevel, e.g., 80 psi. The valve arrangement V quits charging theauxiliary reservoir AR and transfers air from the auxiliary reservoir ARto the brake cylinder BC. Normally using piston-operable arrangement,the brake cylinder BC urges the brake shoe mechanism BS against thewheel W. As discussed, in conventional, non-ECP air brake systems, theoperator may adjust the level of braking using the control valve CV,since the amount of pressure removed from the brake pipe BP results in aspecific pressure in the brake cylinder BC, which results in a specificapplication force of the brake shoe mechanism BS against the wheel W.Alternatively, in the ECP air brake arrangements, the brake commands areelectronic over the ECP trainline TL to each railcar. Using theabove-described air brake arrangement BA, the train can be slowed and/orstopped during operation and as it traverses the track.

In order to provide further control to the air brake arrangement BA, ECPbrake arrangements can be used, such as in connection with certainrailway vehicles and trains (e.g., freight trains and the like). Asdiscussed, control signals can be transmitted from the on-boardcontroller OBC, typically located in the cabin of the locomotive, to oneor more of the railcars over the trainline TL. Each railcar is normallyequipped with a local controller LC, which is used to monitor and/orcontrol certain operating parameters in the air brake arrangement BA,such as the air reservoirs and/or the valve arrangement V. In thismanner, the operator can broadcast brake commands to the railcars toensure a smooth, efficient, and effective braking operation. This localcontroller LC typically includes the appropriate processor andcomponents to monitor and/or control various components of the air brakearrangement BA.

With further reference to ECP-based air brake arrangements BA, suchcontrol facilitates effective train operation by permitting all railcarsof the train TR to apply and release brakes at the same time, instead ofbeing limited by the propagation delay of the above-discussed basicpneumatic control. Instead, using the ECP system, the operator maysimply issue or set a “Train Brake Command” (TBC), which is transmittedto all of the railcars simultaneously. Still further, such an ECP systemimproves safety by alerting the operator about any error conditions,e.g., if a car detects that it is unable to apply brakes, if a cardetects that the brakes are or have been over applied, and the like. Inaddition, the ECP system is typically configured to monitor brake pipepressure, reservoir pressure, and upstream brake cylinder pressure atthe railcar level.

As is known, the weight of a freight car can vary drastically, such thata loaded hopper car (FIG. 2( a)) may weigh 3-4 times the weight of anempty car (FIG. 2( b)). Accordingly, the amount of pressure in the brakecylinder BC needed to stop a loaded railcar is much higher than thepressure needed to stop an empty car. Accordingly, if the amount ofpressure needed to stop a loaded car was applied to an empty car, thewheels W would skid, causing wheel W and track damage. Similarly, if theamount of pressure needed to stop an empty car was applied to a loadedor partially loaded car, the braking performance would be reduced,potentially to the point where the railcar may not stop at all (e.g.,braking the car on a grade). In order to address this issue, and withcontinued reference to FIG. 1, conventional freight cars are normallyequipped with an empty-load device EL. Such an empty-load device EL areconfigured to regulate the brake cylinder BC pressure when a car isempty. When a car is loaded, the empty-load device EL allows for fullpressure (or full application) in and by the brake cylinder BC.

As is known, the empty-load device typically uses the height of therailcar body as the mechanical input to the regulator switch between“empty” and “loaded” settings. For example, the sensor arrangement maybe in the form of a lever or arm that rotates or moves based upon theheight of the car body with respect to the truck. In addition, it isnoted that empty-load devices EL are available with different regulationamounts. For example, some empty-load devices EL may regulate the“downstream” pressure to 50% of the “upstream” pressure when an emptycar is detected, while others may regulate the “downstream” pressure tosome other percentage of “upstream” pressure, e.g., 60%, 40%, and thelike.

There exists a need in the industry to ensure that the appropriateregulated pressure is being delivered by the brake cylinder (or otherair-operable braking assembly). Further, there exists a need in theindustry to detect the proper operation, failure, and/or need formaintenance of the empty-load device. There is also a need in theindustry for the enhancement of the effective operation of existing andnewly-installed empty-load devices on railcars and other vehicles havingair-operable braking assemblies and air brake arrangements.

SUMMARY OF THE INVENTION

Generally, provided is an empty-load device feedback arrangement and anair brake arrangement that address and/or overcome some or all of thedrawbacks and deficiencies that exist in braking systems. Preferably,provided is an empty-load device feedback arrangement and an air brakearrangement that are useful in connection with an air brake arrangementof a train and/or railway vehicle. Preferably, provided is an empty-loaddevice feedback arrangement and an air brake arrangement that are usefulin connection with an electronically-controlled pneumatic (ECP) brakingsystem of a train. Preferably, provided is an empty-load device feedbackarrangement and an air brake arrangement that ensure the properoperation and activation of an empty-load device for a railcar.Preferably, provided is an empty-load device feedback arrangement and anair brake arrangement that minimizes or prevents the incorrectapplication of pressure in an air-operable braking assembly.

Therefore, in one preferred and non-limiting embodiment, provided isempty-load device feedback arrangement for a train with at least onerailcar having an air brake arrangement with at least one air-operablebraking assembly. The arrangement includes: (a) at least one empty-loaddevice having: (i) at least one sensor arrangement configured to sense aload associated with at least one railcar; (ii) at least one brakingassembly input exhibiting a delivered air pressure; (iii) a regulationarrangement configured to regulate air pressure; and (iv) at least onebraking assembly output exhibiting a regulated air pressure. Furtherincluded is at least one pressure sensor configured to: (i) sense theregulated air pressure of the air being delivered to the at least oneair-operable braking assembly; and (ii) generate a regulated airpressure signal.

In another preferred and non-limiting embodiment, and in an air brakearrangement including: at least one air-operable braking assembly forbraking at least one wheel of a railcar; at least one empty-load devicehaving: (i) at least one sensor arrangement configured to sense a loadassociated with at least one railcar; (ii) at least one braking assemblyinput exhibiting a delivered air pressure; (iii) a regulationarrangement configured to regulate air pressure; and (iv) at least onebraking assembly output exhibiting a regulated air pressure; and atleast one local controller configured to control at least one componentof the air brake arrangement, provided is an empty-load device feedbackarrangement. This empty-load device feedback arrangement includes atleast one pressure sensor configured to: (i) sense the regulated airpressure of the air being delivered to the at least one air-operablebraking assembly; and (ii) generate a regulated air pressure signal.Further, the at least one local controller is further configured to: (i)receive the regulated air pressure signal from the at least one pressuresensor; and (ii) generate downstream air pressure data based at leastpartially on at least one of the following: the regulated air pressuresignal, a delivered air pressure signal, an upstream air pressuresignal, existing air pressure data, or any combination thereof.

These and other features and characteristics of the present invention,as well as the methods of operation and functions of the relatedelements of structures and the combination of parts and economies ofmanufacture, will become more apparent upon consideration of thefollowing description and the appended claims with reference to theaccompanying drawings, all of which form a part of this specification,wherein like reference numerals designate corresponding parts in thevarious figures. It is to be expressly understood, however, that thedrawings are for the purpose of illustration and description only andare not intended as a definition of the limits of the invention. As usedin the specification and the claims, the singular form of “a”, “an”, and“the” include plural referents unless the context clearly dictatesotherwise.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of an air brake arrangement for a trainaccording to the prior art;

FIG. 2( a) is a schematic view of an air brake arrangement for a trainaccording to the prior art where a railcar is in a loaded state;

FIG. 2( b) is a schematic view of the air brake arrangement of FIG. 2(a) where the railcar is in a unloaded state;

FIG. 3 is a schematic view of one embodiment of an empty-load devicefeedback arrangement for an air brake arrangement according to theprinciples of the present invention;

FIG. 4 is a schematic view of another embodiment of an empty-load devicefeedback arrangement for an air brake arrangement according to theprinciples of the present invention;

FIG. 5 is a schematic view of a further embodiment of an empty-loaddevice feedback arrangement for an air brake arrangement according tothe principles of the present invention;

FIG. 6 is a schematic view of a still further embodiment of anempty-load device feedback arrangement for an air brake arrangementaccording to the principles of the present invention; and

FIG. 7 is a schematic view of another embodiment of an empty-load devicefeedback arrangement for an air brake arrangement according to theprinciples of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

It is to be understood that the invention may assume various alternativevariations and step sequences, except where expressly specified to thecontrary. It is also to be understood that the specific devices andprocesses illustrated in the attached drawings, and described in thefollowing specification, are simply exemplary embodiments of theinvention.

According to one preferred and non-limiting embodiment of the presentinvention, provided is an empty-load device feedback arrangement 10 foran air brake arrangement BA used in connection with a railcar R, whichis part of a consist making up a train TR. Certain preferred andnon-limiting embodiments of the empty-load device feedback arrangement10 according to the present invention are illustrated in schematic formin FIGS. 3-7.

As set forth above and hereinafter, the empty-load device feedbackarrangement 10 of the present invention is specifically discussed hereinin connection with a pneumatically-driven brake arrangement (air brakes)for a train TR or railway vehicle, such as the air brake arrangement BAillustrated in FIGS. 1, 2(a), and 2(b). However, the empty-load devicefeedback arrangement 10 is equally useful with and applicable to avariety of configurations of braking arrangements and applicationsinvolving vehicles with air-based braking systems that require orinclude an empty-load device EL. Therefore, the arrangement 10 may alsobe used in connection with roadway vehicles, such as trucks, buses, andthe like. As is known, many such vehicles, such as large trucks forhauling cargo over distances, include similar braking arrangements thatuse pneumatic-driven braking systems for slowing or stopping thevehicle. Accordingly, while the empty-load device feedback arrangement10 of the present invention is predominantly discussed in connectionwith railway vehicles, all similar applications and arrangements areenvisioned and may be used in connection with the arrangement 10 of thepresent invention.

Similarly, the empty-load device feedback arrangement 10 of the presentinvention can be used in connection with a variety of types of brakingarrangements of a railcar R or train TR, as well as the brakingarrangement of the locomotive or engine. As also discussed hereinafter,while the empty-load device feedback arrangement 10 of the presentinvention is preferably used in connection with existingelectronically-controlled pneumatic (ECP) air brake systems, it is alsouseful in connection with dynamic braking systems, blended orcombination braking systems, emergency braking systems, and the like.

One preferred and non-limiting embodiment of an empty-load devicefeedback arrangement 10 according to the present invention isillustrated in FIG. 3. In this embodiment, the empty-load devicefeedback arrangement 10 includes at least one empty-load device 12. Thisempty-load device 12 includes at least one sensor arrangement 14 that isconfigured or adapted to sense a load associated with at least onerailcar R, such as one truck of a railcar R. In addition, the empty-loaddevice 12 includes at least one braking assembly input that exhibits adelivered air pressure. In particular, and as is known, the brakingassembly input 16 exhibits the “upstream” air pressure, such as the airpressure in the brake pipe BP or other upstream components of the airbrake arrangement BA. Further, the empty-load device 12 includes aregulation arrangement 18 that is configured or adapted to regulate airpressure flowing therethrough, in particular, the air delivered throughthe braking assembly input 16. Finally, the empty-load device 12includes at least one braking assembly output 20, which exhibits aregulated air pressure (also referred to as the “downstream” airpressure from the empty-load device 12).

In operation, the empty-load device 12 accepts air (typically via thevalve arrangement V), whether from the brake pipe BP, a hatch reservoirFIR, an auxiliary reservoir AR, an emergency reservoir EMR, or the like,and regulates the air pressure that is delivered to the braking assemblyBU, such as the brake cylinder BC. As discussed above, and based uponwhether a load is sensed in connection with a railcar R by the sensorarrangement 14, the empty-load device 12, and in particular theregulation arrangement 18, regulates the air pressure of the airdelivered to the braking assembly BU based upon the sensed load. Asdiscussed above, when the sensor arrangement 14 senses a load in therailcar R (such as a freight car or the like), the regulationarrangement 18 does not regulate the air pressure of the delivered air,thus allowing a full application of the brake shoe mechanism BS againstthe wheel W. However, and as also discussed above, if the sensorarrangement 14 senses that there is no load or an insufficient load, theregulation arrangement 18 regulates the air pressure of the deliveredair to an appropriate level to adjust the force at which the brake shoemechanism BS contacts and is applied to the wheel W. It is envisionedthat the sensor arrangement 14 may be in the form of a lever or arm thatmechanically senses the load (or lack thereof) in the railcar R. Inaddition, it is envisioned that the regulation arrangement 18 isadjustable and may be configured or adapted to regulate the air pressureto a variety of levels in order to provide a more effective applicationof the braking assembly U. Still further, the regulation arrangement 18may be any suitable arrangement or configuration to effectively regulateair pressure of the air in the empty-load device 12. For example, theregulation arrangement 18 may include regulators, valves, pop-offvalves, or any other suitable mechanical or fluidic arrangements.

With continued reference to FIG. 3, and in this preferred andnon-limiting embodiment, the empty-load device feedback arrangement 10includes at least one pressure sensor 22 and is configured or adapted tosense the regulated air pressure, i.e., the air pressure at and/ordownstream from the braking assembly output 20. In this manner, thepressure sensor 22 is sensing the air pressure that is being deliveredto the air-operable braking assembly BU.

As discussed in more detail hereinafter, the use of this pressure sensor22 in connection with the empty-load device 12 allows for the sensing ordetermination of the regulated air pressure, i.e., the downstreampressure from the empty-load device 12. This regulated air pressuresignal 24 (and determination made based thereon) will lead to a numberof functional and safety improvements in the operation of the air brakearrangement BA of the train TR. These functional and safety improvementswill be discussed in more detail hereinafter.

With continued reference to FIG. 3, this preferred and non-limitingembodiment of the empty-load device feedback arrangement 10 includes atleast one local controller 26. This local controller 26 is configured,adapted, or programmed to receive the regulated air pressure signal 24from the pressure sensor 22. In addition, the local controller 26 isconfigured, adapted, or programmed to generate downstream air pressuredata 28 (based at least partially on the regulated air pressure signal24), a delivered air pressure signal or data (such as a downstream airpressure signal or other indication of the air pressure that is beingdelivered to the braking assembly BU (e.g., the brake cylinder BC)), anupstream air pressure signal or data (such as the air pressure beingdelivered to the braking assembly input 16 or in some other upstreamportion of the air brake arrangement BA), and/or existing air pressuredata (such as data already being sensed in other components or portionsof the air brake arrangement BA).

In this embodiment, the local controller 26 is further configured,adapted, or programmed to determine and/or generate empty-load devicedata 30 based at least partially on the downstream air pressure data 28,the regulated air pressure signal 24, the delivered air pressure signal,the upstream air pressure signal, and/or the existing air pressure data.This empty-load device data 30 may include a variety of information anddata points that can be beneficially used to monitor and/or control theoperation of the air brake arrangement BA, the braking assembly BU, theempty-load device 12, or any of the components and portions of the airbrake arrangement BA. In this embodiment, the empty-load device data 30includes, but is not limited to, empty-load device operation data,empty-load device verification data, empty-load device maintenance data,empty-load device state data, air brake arrangement data, and/or airpressure data. As discussed, this information, either in and of itselfor as part of a further determination, can be used to functionallymonitor and describe the operation and state of the various componentswithin the air brake arrangement BA, such as the empty-load device 12.

As further illustrated in FIG. 3, and in this preferred and non-limitingembodiment, the empty-load device feedback arrangement 10 includes atleast one communication device 32. This communication device 32 isconfigured, adapted, or programmed to directly or indirectly transmit orcommunicate at least a portion of the empty-load device data 30 to aremote controller, a central controller, a vehicle controller, anon-board controller of a locomotive, and/or a central dispatch system.For simplicity, these various controllers are considered remote from thelocal controller 26, and are referred to hereinafter collectively as acentral controller 34. For example, this central controller 34 may be inthe form of the on-board controller OBC of the locomotive, and thecommunication between the communication device 32 and this centralcontroller 34 (OBC) may be through the train line TL. Of course, some orall of the empty-load device data 30 can be transmitted to the centralcontroller 34, in this embodiment the on-board controller OBC, in awireless manner, over the rails of the track, or in any other suitablecommunication technique and methodology.

In another variation of this preferred and non-limiting embodiment, thecentral controller 34 is a remote central dispatch system or controllerwith which the local controller 26 (and preferably the on-boardcontroller OBC) wirelessly communicates. For example, in one preferredand non-limiting embodiment, the on-board controller OBC gathers some orall of the empty-load device data 30 from the individual railcars R ofthe train TR, and transmits this information to the central dispatchsystem (whether dynamically or statically at various points). A numberof data communication platforms and methodologies can be used in orderto appropriately distribute and effectively utilize the empty-loaddevice data 30 for making functional and/or safety operating decisions.

As discussed, any communication means and format can be used orintegrated with the empty-load device feedback arrangement 10 of thepresent invention. As discussed, the transmission of data, such as theempty-load device data 30, may be over a wire, a cable, an existingcommunication line, a communication link, and the like. Preferably, theempty-load device data 30 is provided by or transmitted by thecommunication device 32 over the existing communication systems of thetrain TR.

It is further envisioned that the local controller 26 is attached to, incommunication with, integrated with, and/or associated with the pressuresensor 22. Accordingly, the pressure sensor 22 may be in the form of asmart sensor with its own computer (i.e. local controller 26) control orprograms to make the various determinations discussed above, includingthe determination of the empty-load device data 30. However, the localcontroller 26 may be a separate programmed component that receives theinformation and data, such as the regulated air pressure signal 24, fromthe pressure sensor 22, and uses this information data to make thediscussed determinations. Any suitable arrangement for data processingcan be used in order to receive, determine, and/or transmit orcommunicate the empty-load device data 30.

As discussed, the local controller 26 may take a variety of forms,including a separate computer or computerized system or component, or acomputerized system or component that is integrated with existinghardware and/or software. Also, this local controller 26 preferablyincludes the appropriate hardware, software, firmware, and the like inorder to receive, process, and/or transmit or communicate data, such assome or all of the empty-load device data 30 (as well as the datadetermined by or associated with the regulated air pressure signal 24,the downstream air pressure data 28, and the like). Still further, it isenvisioned that any of this data may be stored locally in the database,which may be resident or present at the local controller 26. However, itis preferable that this information and data be populated in a database,such as database 36, at the central controller 34, such as the on-boardcontroller OBC. In this manner, information and data, including, but notlimited to, the regulated air pressure signal 24, the downstream airpressure data 28, the empty-load device data 30, and the like, may beincluded with or populated on an existing database, such as the train ortrack database in the on-board controller OBC of the locomotive. Stillfurther, any of this information and data can be further transmitted toand populated on a database that is present at or in communication withthe central databases at the central dispatch system.

In a further preferred and non-limiting embodiment, the pressure sensors22 of each individual empty-load device feedback arrangement 10 (whichmay include one empty-load device 12 per car, one empty-load device 12per truck, etc.), the local controllers 26, and/or the communicationdevices 32, maybe partially or wholly combined or integrated into aunified system. In this manner, it is envisioned that the combinedsystem is capable of determining downstream air pressure data 28 and/orempty-load device data 30 that can be used in connection with makingfunctional and operational decisions with respect to an individual airbrake arrangement BA or braking assembly BU of a railcar R. Again, anyof this information and data may be further processed, transmitted by,or communicated to one or more other remote controllers, such as theon-board controller OBC, the central dispatch system, and the like.

As discussed above, the empty-load device feedback arrangement 10 of thepresent invention is particularly useful in connection with railwayvehicles and trains TR that include or are equipped with anelectronically-controlled pneumatic air brake arrangement. Accordingly,in another preferred and non-limiting embodiment, the local controller26 is integrated with or in the form of an existing controller 38 of theexisting ECP system 40 or arrangement. Such an arrangement isillustrated in FIGS. 4-7. Therefore, the local controller 26 may be incommunication with such an existing controller 38, incorporated with theexisting controller 38, programmed as part of the existing controller38, and/or integrated with the existing controller 38.

Accordingly, and in this preferred and non-limiting embodiment, thepresence of this existing controller 38 located on or within the airbrake arrangement BA for each railcar R allows this existing controller38 to be beneficially used in connection with the presently-inventedempty-load device feedback arrangement 10. In particular, this existingcontroller 38 may be configured, adapted, or programmed to implement theabove-described determinations together with the normal control and/ormonitoring programs associated with an ECP system 40. Further, thisexisting controller 38 can be configured, adapted, or programmed tofurther interact with the pressure sensor 22 and determine downstreamair pressure data 28 and/or empty-load device data 30. Of course, it isfurther envisioned that the existing controller 38 may be any remotecontroller or computer on or in communication with the train TR.

As is also known, such an existing ECP system 40 includes theappropriate communication devices and/or programming in order tocommunicate with the on-board controller OBC, such as through the trainline TL. Accordingly, the communication device 32 of the empty-loaddevice feedback arrangement 10 may be integrated with, in communicationwith, incorporated with, or programmed as part of the existingcommunication device or communication medium/architecture of the trainTR. In addition, the determination and/or communication of thedownstream air pressure data 28 and/or the empty-load device data 30 mayoccur on a dynamic basis, a periodic basis, continually, on apre-determined basis, prior to departure, during operation, and/orduring an emergency event. Therefore, this empty-load device data 30 maybe utilized to make important operational and control decisions before,during, and/or after train operation and/or emergency events.

In another preferred and non-limiting embodiment, the empty-load devicedata 30 is provided by the local controller 26 to the on-boardcontroller OBC of a locomotive of the train TR. The on-board controllerOBC (which represents an existing unit used in connection with at leastpartially automatic trains TR) determines further data for use in makingoperational decisions regarding the air brake arrangement BA of thetrain TR on a railcar-by-railcar basis. As discussed above, thisempty-load device data may include or may be used to determine a varietyof data points for making appropriate monitoring and/or controldecisions. For example, this empty-load device data may be in the formof or be used to determine the proper operation of the empty-load device12. Similarly, the empty-load device data 30 can be used by or lead tofurther determinations for verifying various conditions of theempty-load device 12, such as by monitoring the upstream (e.g., brakingassembly input 16) and/or downstream (e.g., downstream air pressure data28) air pressure. Still further, and for maintenance purposes, thedownstream air pressure data 28 and/or the empty-load device data 30 canbe compared to the upstream pressure to verify that the empty-loaddevice 12 is functional (or has failed in some regard). Still further,by monitoring the upstream and downstream pressures, each railcar R canmake a determination of the state of the empty-load device 12, i.e.,“empty” or “loaded”, and report this state to the local controller 26,existing controller 38, on-board controller OCB, central dispatchsystem, and the like. Any mismatch could be quickly identified, and therailcar R either “cut out” (as appropriate) or repaired before anydamage occurs. In addition, with this important downstream pressurefeedback, such as in the form of downstream air pressure data 28 and/orempty-load device data 30, an ECP system 40 of the railcar R can be usedto control and adjust the upstream pressure to achieve the desireddownstream pressure. This provides additional functional and safetycontrol operations for the railcar R and the train TR. Therefore, and inone preferred and non-limiting embodiment, and based at least partiallyon the downstream air pressure data 28 and/or the empty-load device 30,the central controller 34 may make additional determinations forimplementation in connection with the air brake arrangement BA of anyspecific railcar R or groups of railcars R.

As is known, the on-board controller OBC of the locomotive controls oris in communication with a visual display device, which is used topresent data and information to the operator of the train TR. In thismanner, and in one preferred and non-limiting embodiment, a message orother visual indicia may be displayed to the operator on the visualdisplay device, and the content of this message or visual indication mayinclude some or all of the empty-load device data 30 and/or some othercondition or operation of the air brake arrangement BA. As discussed,this additional information may be transmitted to a further remotesystem, such as the central dispatch system, and/or stored on thedatabase 36 of the central controller 34. In summary, this empty-loaddevice data 30 and/or other additional information and data determinedtherefrom, can be used to approve the operation of the air brakearrangement BA for each particular railcar R (or group of railcars R)and ensure proper operation of one or more of the components of the airbrake arrangement BA, and preferably the empty-load device 12.

In order to provide additional information to the operator of a trainTR, one or more alarms may be included that would communicate to theoperator of the train TR that there is a failure state or condition,preferably in connection with the empty-load device 12. Therefore, suchan alarm or other indication to the operator of the train TR wouldpermit the operator to manually control the train TR to achieve a safesituation. Of course, and as is known, such as a connection withPositive Train Control (PTC) systems, the central controller 34 may beconfigured, adapted, or programmed to automatically implement or enforcesuch control through the on-board controller OBC. This alarm orindication may be in the form of an audio alarm, a visual alarm, atactile alarm, and the like.

Another preferred and non-limiting embodiment of the empty-load devicefeedback arrangement 10 of the present invention is illustrated in FIG.4. In this embodiment, the local controller 26 is in the form of theexisting controller 38 associated with the ECP electronics and pneumaticsystem 40. Accordingly, this ECP system 40 includes aspecifically-configured valve 42 that is connected between the brakepipe BP, an air reservoir 44, and the empty-load device 12. One or moreof the components of the ECP system 40, including the valve 42, arecontrolled by or through the existing controller 38. In addition, theexisting controller 38 is in communication with the on-board controllerOBC through the train line TL, i.e., through a communication deviceassociated with the existing controller 38.

With specific respect to the preferred and non-limiting embodiment ofFIG. 4, the pressure sensor 22 is in the form of a pressure transducer46. The pressure transducer 46 senses the air pressure at or near thebraking assembly output 20 (i.e., downstream from the empty-load device12), and provides the regulated air pressure signal 24 over acommunication line 48 to the existing controller 38. Accordingly, inthis embodiment, the existing controller 38 determines the downstreamair pressure data 28 and/or the empty-load device data 30, and providessome or all of this data and information to the on-board controller OBCover the train line TL.

A further preferred and non-limiting embodiment of the empty-load devicefeedback arrangement 10 of the present invention is illustrated in FIG.5. As with the embodiment of FIG. 4, the arrangement 10 of FIG. 5 alsoutilizes the existing ECP system 40, including the existing controller38. However, in this embodiment, the pressure sensor 22 is positionedwith or integrated with the existing controller 38. In order to obtainor sense the air pressure downstream from the empty-load device 12, anair connection 50 is fluidly connected between the braking assemblyoutput 20 and/or a downstream location from the empty-load device 12 andthe pressure sensor 22; again, which may be adjacent to, incorporatedwith, and/or integrated with the existing controller 38.

For example, in one exemplary embodiment of the empty-load devicefeedback arrangement 10 of FIG. 5, one or more of the transducers on themanifold circuit board can be populated and/or tapped. In particular,the manifold may be provided with a tap connection to the pressuresensor 22. Further, the air connection 50 may be in the form of a hoseconnection to the downstream piping leading from the empty-load device12. In addition, the software on the existing controller 38 can bemodified or programmed to read this regulated air pressure signal 24 asthe “downstream BC” measurement as part of its data structure. One ofthe benefits to this specific arrangement is that the existing circuitboard would be amenable to such modifications, which would result in areduction in engineering effort and recurring costs.

A still further preferred and non-limiting embodiment of the empty-loaddevice feedback arrangement 10 according to the present invention isillustrated in FIG. 6, which, as discussed above, includes the existingECP system 40. However, in this embodiment, the pressure sensor 22 is inthe form of a sensor module 52 that is attached to the empty-load device12. As discussed above in connection with the embodiment of FIG. 4, thesensor module 52 provides the regulated air pressure signal 24 (orsimilar data) to the existing controller 38 over a communication line54. This sensor module 52 may include the appropriate electricalconnector (for the communication line 54), attachment mechanisms (forattachment of the sensor module 52 to the empty-load device 12, e.g.,recessed allen-head bolts or the like), tap holes or orifices formounting and/or providing a mount for standard “downstream” brakecylinder BC fittings, and a brake cylinder BC “OUT” port through themiddle of the sensor module 52. In particular, this arrangement may beconfigured to provide this pass-through “OUT” tap for connection to therailcar R piping system. In addition, the sensor module 52 may includethe appropriate internal circuit board and mechanics to allow for thepressure to be read effectively and accurately. As discussed above, thesoftware programs on the existing controller 38 can be modified in orderto accept this input. Such an arrangement lends itself to “retrofit”applications, since it mounts to a standard empty-load device 12bracket. In addition, such an arrangement will provide the appropriateelectronics platform for future expansion, e.g., accelerometer forderailment, wheel flat sensing arrangements, hand brake sensingarrangements, hand brake actuator arrangements, and the like.

In a still further preferred and non-limiting embodiment of theempty-load device feedback arrangement 10 of the present invention, andas illustrated in FIG. 7, a sensor module 56 may again be provided (asdiscussed above in connection with the embodiment of FIG. 6). Thissensor module 56 could be remotely mounted anywhere on or within the airbrake arrangement BA and/or railcar R. As discussed above, this sensormodule 56 would include an air connection 58 to the downstream portionor brake cylinder BC pipe and/or the braking assembly output 20 on thedownstream side of the empty-load device 12. Also, a communication line60 would provide for data transfer, e.g., the regulated air pressuresignal 24 and/or corresponding data to the existing controller 38. Asdiscussed above, the existing controller 38 would be configured,adapted, or programmed to accept this input and make the furtherdeterminations and calculations discussed above. One benefit of thisarrangement is that it may be configured to support the monitoring ofmultiple downstream locations, such as by using multiple air connections58 to various “downstream” portions of the piping system. This wouldallow for further monitoring and determinations regarding thefunctionality and operation of these downstream portions in the airbrake arrangement BA. In addition, such an arrangement would allow forfuture expansion for additional monitoring capabilities.

In this manner, provided is an empty-load device feedback arrangement 10that provides numerous benefits and advantages as compared to existingsystems. For example, the empty-load device feedback arrangement 10provides important feedback to the local controller 26 and/or existingcontroller 38 for further determinations of empty-load device data 30and/or other data associated with performance of the air brakearrangement BA. Further, the empty-load device feedback arrangement 10of the present invention provides feedback to determine or confirm thatthe empty-load device 12 is operating properly, which state theempty-load device 12 is in, and/or the condition of the empty-loaddevice 12 (or other components in the air brake arrangement BA). Inaddition, the empty-load device data 30 provided by or determinedthrough the empty-load device feedback arrangement 10 can be used tomake further determinations regarding the performance of the railcar R,the train TR, the air brake arrangement BA, and/or other functional andoperational conditions of the train TR.

Although the invention has been described in detail for the purpose ofillustration based on what is currently considered to be the mostpractical and preferred embodiments, it is to be understood that suchdetail is solely for that purpose and that the invention is not limitedto the disclosed embodiments, but, on the contrary, is intended to covermodifications and equivalent arrangements that are within the spirit andscope of the appended claims. For example, it is to be understood thatthe present invention contemplates that, to the extent possible, one ormore features of any embodiment can be combined with one or morefeatures of any other embodiment.

What is claimed is:
 1. An empty-load device feedback arrangement for atrain with at least one railcar having an air brake arrangement with atleast one air-operable braking assembly, the arrangement comprising: (a)at least one empty-load device comprising: (i) at least one sensorarrangement configured to sense a load associated with the at least onerailcar; (ii) at least one braking assembly input exhibiting a deliveredair pressure; (iii) a regulation arrangement configured to regulate airpressure; and (iv) at least one braking assembly output exhibiting aregulated air pressure; and (b) at least one pressure sensor incommunication with the regulated air pressure from the at least onebraking assembly output, the at least one pressure sensor configured to:(i) sense the regulated air pressure of the air being delivered to theat least one air-operable braking assembly; and (ii) generate aregulated air pressure signal.
 2. The empty-load device feedbackarrangement of claim 1, further comprising at least one local controllerconfigured to: receive the regulated air pressure signal from the atleast one pressure sensor; and generate downstream air pressure databased at least partially on at least one of the following: the regulatedair pressure signal, a delivered air pressure signal, an upstream airpressure signal, existing air pressure data, or any combination thereof.3. The empty-load device feedback arrangement of claim 2, wherein the atleast one local controller is further configured to generate empty-loaddevice data based at least partially on at least one of the following:downstream air pressure data, the regulated air pressure signal, thedelivered air pressure signal, the upstream air pressure signal,existing air pressure data, or any combination thereof.
 4. Theempty-load device feedback arrangement of claim 3, wherein theempty-load device data comprises at least one of the following:empty-load device operation data, empty-load device verification data,empty-load device maintenance data, empty-load device state data, airbrake arrangement data, air pressure data, or any combination thereof.5. The empty-load device feedback arrangement of claim 3, furthercomprising at least one communication device configured to directly orindirectly transmit or communicate at least a portion of the empty-loaddevice data to at least one of the following: a remote controller, acentral controller, a vehicle controller, an on-board controller of alocomotive, a central dispatch system, or any combination thereof. 6.The empty-load device feedback arrangement of claim 5, wherein the atleast one communication device transmits at least a portion of theempty-load device data over at least one of the following: a wire, acable, a communication line, an existing communication line, or anycombination thereof.
 7. The empty-load device feedback arrangement ofclaim 5, wherein the at least one communication device transmits atleast a portion of the empty-load device data wirelessly.
 8. Theempty-load device feedback arrangement of claim 2, wherein the at leastone local controller is attached to, in communication with, integratedwith and/or associated with the at least one pressure sensor.
 9. Theempty-load device feedback arrangement of claim 2, wherein the air brakearrangement comprises an existing controller, and wherein the at leastone local controller is at least one of the following: in communicationwith existing controller, incorporated with the existing controller,programmed as part of the existing controller, integrated with theexisting controller, or any combination thereof.
 10. The empty-loaddevice feedback arrangement of claim 1, wherein the at least onepressure sensor comprises at least one pressure transducer, and theregulated air pressure signal is transmitted to at least one controller.11. The empty-load device feedback arrangement of claim 1, wherein theat least one pressure sensor is part of at least one sensor module, andthe regulated air pressure signal is transmitted to at least onecontroller.
 12. The empty-load device feedback arrangement of claim 11,wherein the at least one sensor module is at least one of attached to,in communication with, integrated with and/or associated with theempty-load device.
 13. The empty-load device feedback arrangement ofclaim 1, further comprising at least one controller configured togenerate empty-load device data based at least partially on at least oneof the following: downstream air pressure data, the regulated airpressure signal, the delivered air pressure signal, the upstream airpressure signal, existing air pressure data, or any combination thereof.14. The empty-load device feedback arrangement of claim 13, wherein atleast a portion of the empty-load device data is generated on at leastone of the following bases: dynamically, periodically, continually,predetermined, prior to departure, during operation, during an emergencyevent, or any combination thereof.
 15. The empty-load device feedbackarrangement of claim 13, wherein the empty-load device data comprises atleast one of the following: empty-load device operation data, empty-loaddevice verification data, empty-load device maintenance data, empty-loaddevice state data, air brake arrangement data, air pressure data, or anycombination thereof, and wherein the at least one controller isconfigured to confirm the at least one empty-load device is operatingproperly based on the empty-load device data.
 16. The empty-load devicefeedback arrangement of claim 13, wherein the at least one controller isfurther configured to determine at least one air brake arrangementcondition based at least partially on the empty-load device data.
 17. Inan air brake arrangement comprising: at least one air-operable brakingassembly for braking at least one wheel of a railcar; at least oneempty-load device comprising: (i) at least one sensor arrangementconfigured to sense a load associated with at least one railcar; (ii) atleast one braking assembly input exhibiting a delivered air pressure;(iii) a regulation arrangement configured to regulate air pressure; and(iv) at least one braking assembly output exhibiting a regulated airpressure; and at least one local controller configured to control atleast one component of the air brake arrangement, an empty-load devicefeedback arrangement comprising: at least one pressure sensor incommunication with the regulated air pressure from the at least onebraking assembly output, the at least one pressure sensor configured to:(i) sense the regulated air pressure of the air being delivered to theat least one air-operable braking assembly; and (ii) generate aregulated air pressure signal; wherein the at least one local controlleris further configured to: (i) receive the regulated air pressure signalfrom the at least one pressure sensor; and (ii) generate downstream airpressure data based at least partially on at least one of the following:the regulated air pressure signal, a delivered air pressure signal, anupstream air pressure signal, existing air pressure data, or anycombination thereof.
 18. The empty-load device feedback arrangement ofclaim 17, wherein the at least one local controller is furtherconfigured to generate empty-load device data based at least partiallyon at least one of the following: downstream air pressure data, theregulated air pressure signal, the delivered air pressure signal, theupstream air pressure signal, existing air pressure data, or anycombination thereof.
 19. The empty-load device feedback arrangement ofclaim 18, wherein the empty-load device data comprises at least one ofthe following: empty-load device operation data, empty-load deviceverification data, empty-load device maintenance data, empty-load devicestate data, air brake arrangement data, air pressure data, or anycombination thereof.
 20. An air brake arrangement comprising: at leastone air-operable braking assembly for braking at least one wheel of arailcar; at least one empty-load device comprising: (i) at least onesensor arrangement configured to sense a load associated with at leastone railcar; (ii) at least one braking assembly input exhibiting adelivered air pressure; (iii) a regulation arrangement configured toregulate air pressure; and (iv) at least one braking assembly outputexhibiting a regulated air pressure; at least one pressure sensor incommunication with the regulated air pressure from the at least onebraking assembly output, the at least one pressure sensor configured to:(i) sense the regulated air pressure of the air being delivered to theat least one air-operable braking assembly; and (ii) generate aregulated air pressure signal; at least one local controller configuredto: (i) control at least one component of the air brake arrangement;(ii) receive the regulated air pressure signal from the at least onepressure sensor; and (iii) generate downstream air pressure data basedat least partially on at least one of the following: the regulated airpressure signal, a delivered air pressure signal, an upstream airpressure signal, existing air pressure data, or any combination thereof.